Safety-stop for locomotives.



No. 894,113. PATENTED JULY 21, 1908. W. H. BRGWN. SAFETY STOP FOR LOUQMOTIVES.

APPLICATION FILED 0GT.l5, 1907.

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W flgroavia Q/vi ha eases No. $941,113. PATENTED JULY 21, 1908. W. H. BROWN.

SAFETY STOP FOR LOCOMOTIVES. APPLIGATION FILED OUT. 15, 1907.

3 SHEETS-SHEET 2.

wihwaoeo 7 0 W70 No. 894,113. PATENTED JULY 21, 1908.

W H. BROWN.

SAFETY STOP FOR LOCOMOTIVES.

APPLICATION FILED OGT.15, 1907.

3 SHEETS-SHEET 3.

avwamfoz W H..B 70 2am Wihwooeo W, lmm s' UNITED STATES PATENT FFIQE,

WILLIAM H. BROWN, NEWARK,

SAFETY-STOP FOR LOC QHOTIVE S.

Specification of Letters Paten Patented. July 21, 1908.

Application filed fictober 15, 1907. Serial No. 397,569.

T alt whom it may concern:

Be it known that 1, WILLIAM H. BROWN, a citizen of the United States, residing at Newark, in the county of Licking and State of ger signal be set and the engine driver,

through neglect or carelessness run past the signal, and more specifically, the invention consists in an improved construction of mechanism designed to automatically shut off the steam by the actuation of the engine throttle, at the same time blow the whistle to apprise the engineer of the-actuation of the mechanism and at the same time give warning in other ways, and throw the handle of the engineers brake valve to the emergency position, so as to throw on the brakes and quickly bring the train to a standstill.

The invention has for its object animproved construction of mechanism of this character which is under the control of a single operator or switchman at the signal tower or switch stand, and which will act positively and otherwise efficiently when the trip bar along the track is set in operative position. A

For a full understanding of the invention, reference is to be had to the following description and accompanying drawings, in which: v

Figure 1 is a side elevation of the rear portion of the locomotive equipped with the improt ements of my invention, the track apparatus being shown in perspective for the sake of clearness; Fig. 2 is a similar view on an enlarged scale, .the locomotive itself being omitted and the parts shown in operaing position Fig. 3 is a ongitudinal-sectional view of the throttle lever actuating parts of the apparatus; Fig. 4 is a transverse sectional view through the track mechanism; Fig. 5 is a perspective view in the nature of a diagram, illustrating the operative relations between my invention and the signal mechanism. Fig. 6 is a detail perspective view of a modified arrangement of the track devices, hereinafter specifia-liyreferred to.

. Corresponding and iikeparts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

Referring to the drawings, the numeral 1 designates the trackrails and 2 the ties.

3 designates a trip bar which is arranged alongside one of the track rails 1 and which is pivotally connected at its ends to two sections 4 and 5, designed, when the trip bar is wardly therefrom, respectively, so as to prevent any sudden ar of the actuating mechanism. The section 4 may be connected to a fixed pivot on the plate 6 secured to one of the ties, while the other section 5 is mounted nected by any suitable combination of bell cranks and link .rods 11 to the actuating rod under the control of the signal operator oi switchman. For the purpose of illustration,

phore or other signal 13, in sucha manner that as the signal is moved to the danger position, the trip bar 3 will be raised above the track. Then the signal is. moved to the safety position,- the switch bar will be delow the upper surface of the track rails 1. If

guard rails 3 arrangedjalongside of the trip bar and its related partsso as to protect the same, said guard rails in this instance being provided with an apertured ear for the shafts that carry the cranks 9.

lead off to any desired point for the operation of the trip bar 3.

14 designates a wheel or roller that is designed to rideu on the trip 'bar 3 with the said roller is journaled in one end of the lever 15 fulcrumedintermediate of its ends on a frame 15 secured in any desired manner and projecting preferably. below some portionof thelocomotive cab U. A helical spring 17 i set, to lead upwardly. thereto; and downsuitable hearings on the ties and that are con" desired as illustrated in Fig. 6, I- may provide Or, as illustrated in Figs. 1 and-2, the actuating rod 12 may latter in elevate positionso as to effect the actuation of the parts of the apparatus and.

for a sliding movement by being connected 12 leading to the tower or switch-stand and I have shown the actuatin rod 12 as connected by bell crank and link with the semapressed and will preferably lie in aplane ber tion to shut off the steam.

. hand mounted underneath the other arm of the lever so as to hold said lever under tension in operative position and insure the proper working of the parts, and a guide loop 18, preferably 'eXtends'over this arm of the lever so as to hold the lever in place. A link 19 connects the lever 15 with an arm 20 Which is secured to the turning plug 21 of the valve 22. This valve is mounted in a branch pipe 23 leading from the train line pipe 24. In the normal position of the parts, the plug 21 is closed so as to shut off the communication from the train pipe to the branch 23, but 'when'the roller 14 rides upon the tri bar 3 and the lever 15 is thereby rocked, t e arm 20 is pulled downwardly was to turn the plug into a position Where it will establish communication between the train pipe 24 and the branch 23 and permit air to flow to the cylinder 25.with which oneend of said branch pipe 23 is connected. This cylinder is mounted within the cab and contains a piston 26 which is pressed rearwardly in the cylinder by means'of a coil spring 27 around the piston rod 28. This rod is provided at its outer end with a yielding section 29 designed, when the piston is forced forwardly by the admission ofair'pressure into the cylinder, to engage the upper end of a throttle -moving lever 30 fulcrumed on the throttle lever 31. Y The lever 30 is provided with a toe 32,and the detent 33 of the throttle lever is provided with a lug 34 designed for engage-- ment by the toe 32 so as to free the detent from the quadrant 36 and permit the continned pressure of the piston rod 28 on the throttle lever 31 to move the latter in a direc- A spring 37 holds the lever 30 yieldingly in position on the throttle lever 31.

In addition to the means for automatically shutting off steam, above described, my invention comprehends means for automatic ally applying the brakes. 'Such means comrises a spring connection 38 between the ink rod 19 and one arm of a bell crank 39 fulcrumed, as indicated, at 40 at some convenient point in the locomotive cab; the other arm of the bell crank 39 is connected by a link 41 With one arm of the lever 42. The other arm of this lever is provided with a spring extension 43 designed to enga e the e 44 of the engineers brake valve of any desired or conventional construction, so as to move said handle to emergency position and put on the brakes when the lever 13 is rocked, asabove described.

In order to apprise the engineer, should he i pass a signal or danger point on a system equipped with my invention, that the automatic stop mechanism has been set and is working, a cord 45 is connected at one end to one arni of the bell crank 39, the other end of said cord being connected to the bell crank -16 fulcrumed, say, in the roof of the cab and .the rocking of the first named lever Wi operatively connected by the cord 47 to the handle of the whistle 48.

From the foregoing description in connecthrough carelessness, or negligence, pass the danger point, it is clear that the roller 14 rid- .ing upon the trip bar 3, will rock the lever 15 and .1111 downwardly upon the link rod 19 which will effect the admission of train pipe air to the cylinder 25 and consequently automatically move the throttle lever to the releaseposition', and at the same time the air brake will be set and the whistle blown.

Preferably, in order to absorb or prevent shock and increase the longevity of the parts of the mechanism, the various springs hereinbefore described and illustrated in the drawings are provided. i

It is to be noted that by the provision of the safety mechanism of my invention, all necessity of derailing devices are done away with, thereby saving the railroad the loss consequent upon the derailment ofa train to avoid a collision. r

Having thus described the invention, what is claimed as new is:

1. In safety stop mechanism for locomotives, the combination of a trip bar, a lever carried by the locomotive and arranged to be rocked by said bar, a link rod connected to one-arm of said lever, the train line rovided with a branch pipe, a valve in sai branch pipe, the plug of saidvalve being provided with an arm connected to said link rod, a cylinder connected to said branchgr -ipe, a spring retracted iston mounted to reciprocate in said'cylin er, a rod to which said piston is connected, said piston rod extending out of the cylinder and provided at its outer end with a s ring section, the throttle lever, and another ever fulcrumed upon the throttle lever and yieldin ly mounted thereon, said last named lev'er aving one arm in the path of'movementof said iston rod, being designed for engagement t ereby to swing the throttle lever to the shut-off position.

2. In safety stop mechanism for locomotives,.the combination of a trip bar, an actu ating lever carried by the locomotive and arranged to be rocked by said trip bar, a link connected to one arm ofsaid lever, the throttle lever, the engineers brake valve lever or handle, means for swin ing the thrott-le'lever and engineers brake va ve lever to'the shut- 01? and brake-applying positions, respectively, an operative connection between said link rod and both of such means, whereby simultaneously eiiect the said movements of both the throttle lever and engineers brake valve lever, the operative connection between the means for swinging the engineers brake valve lever and the link rod including a bell crank, and an operative connection between said bell crank and the whistle of the locomotive.

3. In safety stop mechanism for locomotives, the combination of a trip bar, an actuating lever carried by the locomotive and arranged to be rocked by said tri bar, a. link rod secured to one arm of'said ever, a lever provided with a spring extension adapted to en age the handle of the engineers-brake valve to move the same to a brakeappl ying position, anda link connection between said ast named lever and the bellcrank.

4. In safety stop mechanism for locomotives of the character described;-a; trip bar adapted to be for the outer endof one of said sections and aving a fixed pivot connection therewith; a rod pivotally connected to the outer end of the other section, a support in is mounted to slide, and meansfor raising and r lowering said trip bar. Y 5. In safety stop mechanism for locomotives, the combination of a trip bar, an actu ating lever carried bythe locomoti-veand arranged to be rocked by engagement withsaid one arm of tripbar, a link rod connected to sald lever, an air pressure cylinder, a branch "connection, between said; cylinder and the tram pipe ofthe locomotive, a valve insuch ranc connection, a connection between said valve and o ring retracted plston throttle lever in one direction 11 raised and lowered in proxim-" actuation ity to one of the trackrails hinged sections.

' bell crank an mounted in said cylin er, a

throttle lever, a piston rod connected to said piston and adapted to release and move said said lever, an air pressure cylinder, a branch connection between said cylinder and the train pipe of the locomotive, a valve in such branch-(connecti'on', a connection between said valve and said link rod whereby the of the lever in one direction will turn said valve to open position, .a spring retracted piston mounted in said cylinder, athrottle lever, a piston rod connected, to said piston and adapted to release and move said throttle lever in one direction upon the admission of ressedair into the rake valve, a handle p l nder, an engmeers connected to said last named lever, a-connec tionbetween said first named link rod and the bell crank, a dle and an o erative connection withsaid said handle.

In testimony whereof I aflix in presence of two witnesses.

WILLIAM BROWN? [1,. s.]

I Witnesses: v

' ,THEO. T. JAoo'Bs,

WILLIAM H. HOWARD.

my signature;

whistle provide'd with a han- '70, t er'efor, an actuating lever adapted to move said handle in one direction, a bell crank; 

